Self-propelled Barges Research Articles

A Comparison of Tidal Turbine Characteristics Obtained from Field and Laboratory Testing

Experimental testing of physical turbines, often at a smaller scale, is an essential tool for engineers to investigate fundamental design parameters such as power output and efficiency. Despite issues with scaling and blockage which are caused by limitations in size and flow velocity of the test facilities, experimental tank testing in laboratory environments is often perceived as offering more control and thus trustworthier results than field testing. This paper presents field tests of a tidal turbine, performed using a self-propelled barge in real tidal flow and still water conditions, that are compared to a towing tank test. Factors influencing the performance characteristics, such as the choice of velocity sensor, vessel handling and data processing techniques are investigated in this paper. Direct comparison with test results of the exact same turbine obtained in an experimental test facility further confirms that field testing with robust data analysis capabilities is a viable, time and cost efficient alternative to characterise tidal turbines.

Design and Operating System of Floating Waste Treatment Facility in Belakang Padang

The district of Belakang Padang consists of 108 islands. On these islands, 43 islands are inhabited and 65 islands are uninhabited. The source of pollution on this island comes from community activities on land, such as throwing garbage in the sea and so on. In this paper, Floating Waste Treatment Facility will be designed on Self-Propelled Barge (SPB) with principle dimension: Lpp = 13 m; B = 2.48 m; and T = 0.589 m. The barge can accommodate 7 tons of waste consisting of a garbage tank and a sorting process along with a plastic press machine to reduce the volume of plastic waste. In the calculation of the volume requirement for waste weighing 7 tons, that is 16.43 m3. With an estimated 9 hours of sorting work, it can meet the volume of waste needs. The total investment for the construction of this facility is Rp 362,087,076.12 and the annual operating costs are Rp 458,692,802.67. This facility is feasible to build because of the value of several economic metrics as follows: NPV Rp 488,234,793; IRR 26% and PI 2,348.

Calculation and analysis of sea-fastening support and welding strength of topside module

Marine structures are usually built on land as a whole modular, using barges to transport to the designated area for installation. This paper presents the sea-fastening design methodology and results of the topside module which is to be transported by self-propelled barge. The combination of its self-weight, wind load and barge acceleration in waves will act on the topside module and barge in the process of marine transportation, this paper mainly analyzes and calculates the temporary support frame and the grillage members of the topside module by SACS software. Then the top plates and the base plates transmit the member end forces of sea-fastening grillage members taken from SACS output, in order to ensure the strength, the bracket plates are welded to the grillage columns, braces and the bottom of temporary support frame. The strength of all fillet welds shall be checked.

Optimization of Local Commodity Distribution System: Case Study Seaweed Distribution from Kalimantan to Makassar

The existence of Presidential Regulation Number 33/2019 concerning the Roadmap for the Development of the National Seaweed Industry indicates that it is time for Indonesia to be more serious in developing the seaweed resource industry to meet domestic and international demands. In line with the volume of seaweed traffic in Indonesia of 36.942 tons per year, as well as the production capacity of Indonesian seaweed which controls more than 70% of the global seaweed market, this situation will have a very good impact on seaweed farmers to continue production of seaweed. However, behind the enormous amount of demands for seaweed, there are serious problems experienced by seaweed farmers, especially for seaweed farmers in Borneo. Majority of seaweed produced in Kalimantan cannot be distributed properly to importing areas due to the lack of seaweed transportation. This paper evaluates the current distribution system to find suitable payload for planning a new distribution system by operating either a non-propelled or a self-propelled barge. The non propelled barge will be operated by chartering a tugboat (time charter). Therefore, the manning cost and capital cost for tugboat construction will be the owner’s responsibility. Every options are calculated to find feasible dimension. Unit cost that may be charged to consumers also calculated to provide the comparison with the current unit cost paid by seaweed farmers at Rp 550.000/ton. Unit cost calculation result for the 1st option (Non-propelled barge) is at Rp 367.200/ton and for the 2nd option (Self-propelled barge) is at Rp 870.100/ton. Therefore, the most optimum solution is a non-propelled barge, around 27% cheaper than the current unit cost charged.

The study of the lifting mechanism of the crane arm to a barge

During cargo loading and unloading, the vessels’ lifting gear, even if anchored or moored, is affected by the pitch and roll movements, in addition to the usual stresses, a similar shore crane is subjected to. This paper aims at presenting an analysis of the lifting operations of a boom crane pertaining to a self-propelled barge. The analysis starts with the meshing with triangle elements, the stresses and the embedding using the finite elements method. The crane and the pertaining boom were modeled using CAD design, NX 10.0 from Siemens. The lifting equipment of the ships boom crane may be subject to dangerous defects occurring during the loading and unloading process. Subsequently, the research emphasizes the stresses occurred in the piston rod and in the eye of the lifting equipment, using the finite element method (FEM). After the stress analysis, several fatigue matters are studied: fatigue safety factor, fatigue life, strength safety factor and crack. The damaging or breaking of the eye or of the piston rod from the lifting equipment of the ships boom crane is leading to the blocking of the cylinder with the result of unfavorable events, such as deformation of the boom crane, damaging the loads and even the danger of sinking the barge. The results of this analysis provide ship-owner and maintenance engineers a useful tool to take appropriate decision during inspection of the lifting gear of the ship, prior commencement of the loading and unloading operations.
 

Comparison of Microbubble and Air Layer Injection with Porous Media for Drag Reduction on a Self-propelled Barge Ship Model

Ship resistance issues are related to fuel economy, speed, and cost efficiency. Air lubrication is a promising technique for lowering hull frictional resistance as it is supposed to modify the energy in the turbulent boundary layer and thereby reduce hull friction. In this paper, the objective is to identify the optimum type of air lubrication using microbubble drag reduction (MBDR) and air layer drag reduction (ALDR) techniques to reduce the resistance of a 56-m Indonesian self-propelled barge (SPB). A model with the following dimensions was constructed: length L = 2000 mm, breadth B = 521.60 mm, and draft T = 52.50 mm. The ship model was towed using standard towing tank experimental parameters. The speed was varied over the Froude number range 0.11–0.31. The air layer flow rate was varied at 80, 85, and 90 standard liters per minute (SLPM) and the microbubble injection coefficient over the range 0.20–0.60. The results show that the ship model using the air layer had the highest drag reduction up to a maximum of 90%. Based on the characteristics of the SPB, which operates at low speed, the optimum air lubrication type to reduce resistance in this instance is ALDR.

Freight Calculation Model: A Case Study of Coal Distribution

Coal has been known as one of energy alternatives that has been used as energy source for several power plants in Indonesia. During its transportation from coal sites to power plant locations is required the eligible shipping line services that are able to provide the best freight rate. Therefore, this study aims to obtain the standardized formulations for determining the ocean freight especially for coal distribution based on the theoretical concept. The freight calculation model considers three alternative transport modes commonly used in coal distribution: tug-barge, vessel and self-propelled barge. The result shows there are two cost components very dominant in determining the value of freight with the proportion reaching 90% or even more, namely: time charter hire and fuel cost. Moreover, there are three main factors that have significant impacts on the freight calculation, which are waiting time at ports, time charter rate and fuel oil price.

Installation of Road Heavy Duty (truck) Engines on Board of Small Inland Self-propelled Barges for an Environmentally Friendly European Inland Waterway Transport of Goods

Freight transport is an essential issue to the competitiveness of territories but the negative impact that it induces, like polluting emissions and their physical consequences on public health, have received growing attention in recent years. Policy makers set goals for sustainable development transportation. Since 1 January 2014, all new trucks have to be powered with a Euro 6 certified engine. Inland waterways are used for transportation of goods and are recognized for their contribution towards sustainable development therefore, engine's barges are old and emission of air pollutants are significant. Currently, the emission limits for inland waterway barges are defined in the Directive 97/86/CE on non-road mobile machinery. That emission limits are similar to Euro 2. The Euro 6 regulations reduced significantly the emission limits. The European Commission has recently proposed a revision of the Directive 97/86/CE which will significantly reduce emission limits. Development of new engines for the small market of small barges in France and also in Europe will be very expensive. Small barges owners should not be able to afford investments in new engines. The range of road engine power is similar to the small barges one. Using Euro 6 heavy duty engines will permit to reach low emissions of air pollutants and should be less expensive for small barges owners. A technical feasibility study had been carried out. It was based on an approach of all parameters of the re-power existing barges. Stakeholder's interviews permitted to deepen same specific topics. The technical feasibility study, added with expected environmental effect, has shown that no technical impossibility had been identified, but some key technical issues have to be considered. It has also confirmed re-powering existing barges (same propulsion power value, no change in naval transmission, etc.) with Euro 6 truck engines is interesting to limit significantly emission air pollutants. The on-board diagnostic controls monitor the engine's exhaust treatment and, it's important to adapt this monitoring for engines used in barges.

Problems of transportation technology implemeting of compressed natural gas in marine areas

The problems of transportation technology implementing of compressed natural gas in marine waters are considered in the article. The results of international experience investigation of companies involved in maritime transport gas market are given. The aim of the research is to develop the basic principles of drafting the transportation of compressed natural gas for their success. It is considered the possible reasons for the lack of implemented projects and it is outlined the feasibility area of marine transportation of compressed natural gas. The list of issues that require consideration when developing projects is determined according to the research results taking as a basis the implementation scheme of compressed natural gas transportation technology using self-propelled barges. The research results will contribute to the implementation of a specific project in reality and will serve as support for technology in general.

Stonecutters Bridge, Hong Kong: main span erection

To erect a main span of a bridge across the entrance of one of the busiest container ports in the world without causing disruption is a complex operation. Stonecutters Bridge, Hong Kong, was also the second longest cable-stayed span in the world with a unique twin box deck design that was being erected through a typhoon season. Extensive preparation works were carried out from wind tunnel tests in the UK, marine simulations, new erection procedures, typhoon studies and continuous erection analysis. The main span consisted of 53 steel segments weighing between 500 and 600 t and lifted from a purpose-built self-propelled barge. The closure of the main span posed special problems with the large deflection and expansion from a 500 m cantilever, and that the closure segment was in two pieces erected at the same time. The 224 parallel wire strand stay cables were some of the longest and heaviest cables ever erected.

Evaluating the maneuverability of a new type of self-propelled barge

A new type of self-propelled barge was designed specifically for use on the Chishui River. This paper presents experimental results of its performance from tests in water of different depths, while bearing different loads. For test purposes, one of the best self-propelled barges from the Chishui River was used as a performance reference. The comparison showed that the new design has better maneuvering performance.

Sounds from an oil production island in the Beaufort Sea in summer: Characteristics and contribution of vessels

The objective of this study was to determine the levels, characteristics, and range dependence of underwater and in-air sounds produced during the open-water seasons of 2000-2003 by the Northstar oil development, located in nearshore waters of the Alaskan Beaufort Sea. Specifically, sounds originating at the island itself (from construction, drilling, and oil production activities) were compared with sounds produced by vessels performing island support. Sounds were obtained with boat-based recordings (at distances up to 37 km from Northstar), a cabled hydrophone (distance approximately 450 m), and with autonomous seafloor recorders (distance approximately 22 km). Vessels (crew boat, tugs, self-propelled barges) were the main contributors to the underwater sound field and were often detectable underwater as much as approximately 30 km offshore. Without vessels, broadband island sounds reached background values at 2-4 km. Island sound levels showed more variation (lower min, higher max) during construction than during drilling and production. In-air broadband measurements were not affected by the presence of vessels and reached background values 1-4 km from Northstar. However, one airborne tone (81 Hz) believed to originate at Northstar was still detectable in the spectrum 37 km away.

Power unit ‐ Cargo space link in inland waterway navigation

AbstractThis paper deals with transportation technology regarding links between power unit or motor ship and ship cargo space. These links can be divided into two groups: rigid and flexible. Rigid link, established between power unit and cargo space, is dominant in maritime and road transport (sea ships and trucks), and occasionally in transport on inland waterways (self‐propelled barges). Flexible link is used in railroad transport (between the locomotive and railroad units), partially in road transport (systems with trailers and semitrailers), and in inland waterway transport (push‐towing, pulling systems and combinations of these systems).The main goal of this research is determination of possible link types and organization of fleet for transport on inland waterways in case of flexible link.